EP2950626B1 - Error detection system for cooling apparatus - Google Patents
Error detection system for cooling apparatus Download PDFInfo
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- EP2950626B1 EP2950626B1 EP15167319.1A EP15167319A EP2950626B1 EP 2950626 B1 EP2950626 B1 EP 2950626B1 EP 15167319 A EP15167319 A EP 15167319A EP 2950626 B1 EP2950626 B1 EP 2950626B1
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- temperature
- cooling apparatus
- time
- temperature sensor
- detection system
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- 238000001816 cooling Methods 0.000 title claims description 66
- 238000001514 detection method Methods 0.000 title claims description 26
- 230000032683 aging Effects 0.000 claims description 15
- 238000000605 extraction Methods 0.000 claims description 15
- 239000012080 ambient air Substances 0.000 claims description 12
- 239000000284 extract Substances 0.000 claims description 3
- 238000007689 inspection Methods 0.000 claims description 3
- 238000012545 processing Methods 0.000 description 15
- 238000006243 chemical reaction Methods 0.000 description 13
- 238000012423 maintenance Methods 0.000 description 12
- 238000000034 method Methods 0.000 description 12
- 238000003745 diagnosis Methods 0.000 description 10
- 239000003570 air Substances 0.000 description 9
- 238000004891 communication Methods 0.000 description 9
- 238000013500 data storage Methods 0.000 description 6
- 238000005516 engineering process Methods 0.000 description 6
- 238000012806 monitoring device Methods 0.000 description 5
- 230000008569 process Effects 0.000 description 5
- 230000005540 biological transmission Effects 0.000 description 3
- 238000012937 correction Methods 0.000 description 3
- 230000008859 change Effects 0.000 description 2
- 230000001186 cumulative effect Effects 0.000 description 2
- 230000006378 damage Effects 0.000 description 2
- 230000003247 decreasing effect Effects 0.000 description 2
- 230000006866 deterioration Effects 0.000 description 2
- 238000010586 diagram Methods 0.000 description 2
- 238000004458 analytical method Methods 0.000 description 1
- 230000008602 contraction Effects 0.000 description 1
- 238000013075 data extraction Methods 0.000 description 1
- 238000013461 design Methods 0.000 description 1
- 238000011161 development Methods 0.000 description 1
- 230000018109 developmental process Effects 0.000 description 1
- 239000000428 dust Substances 0.000 description 1
- 230000000694 effects Effects 0.000 description 1
- 238000002474 experimental method Methods 0.000 description 1
- 230000002431 foraging effect Effects 0.000 description 1
- 238000007726 management method Methods 0.000 description 1
- 238000012986 modification Methods 0.000 description 1
- 230000004048 modification Effects 0.000 description 1
- 238000012544 monitoring process Methods 0.000 description 1
- 230000001052 transient effect Effects 0.000 description 1
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Classifications
-
- H—ELECTRICITY
- H05—ELECTRIC TECHNIQUES NOT OTHERWISE PROVIDED FOR
- H05K—PRINTED CIRCUITS; CASINGS OR CONSTRUCTIONAL DETAILS OF ELECTRIC APPARATUS; MANUFACTURE OF ASSEMBLAGES OF ELECTRICAL COMPONENTS
- H05K7/00—Constructional details common to different types of electric apparatus
- H05K7/20—Modifications to facilitate cooling, ventilating, or heating
- H05K7/2089—Modifications to facilitate cooling, ventilating, or heating for power electronics, e.g. for inverters for controlling motor
- H05K7/20945—Thermal management, e.g. inverter temperature control
Definitions
- a power converter 4 mounted beneath the floor of a railroad vehicle 1 uses a power conversion circuit 100 to supply electrical power to a railroad vehicle drive motor (not shown) .
- the amount of heat generated by the power conversion circuit 100 increases with an increase in an input/output current flowing between the power conversion circuit 100 and the motor.
- a vehicle-mounted data processing system 2 includes a condition monitoring device 106, a condition data storage section 104, and a communication device 105.
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- Engineering & Computer Science (AREA)
- Microelectronics & Electronic Packaging (AREA)
- Physics & Mathematics (AREA)
- Thermal Sciences (AREA)
- Electric Propulsion And Braking For Vehicles (AREA)
- Inverter Devices (AREA)
- Control Of Electric Motors In General (AREA)
Description
- The present invention relates to an error detection system for detecting the aging of cooling apparatuses.
- Technologies for providing condition-based maintenance have been progressively studied to improve the efficiency of mechanical product maintenance. In the condition-based maintenance, the condition of an apparatus is diagnosed from condition data (sensor value and control value) about the apparatus, and actual maintenance is performed on the apparatus on the basis of the diagnosis results.
- In particular, if a moving vehicle, such as a railroad car, a monorail car, or other railroad vehicle, has to stop due to its error, this stop will have a great impact on many passengers. Therefore, it is strongly demanded that technological development be achieved to provide the condition-based maintenance in which various apparatuses in the moving vehicle, after being diagnosed from the condition data (senor value and control value) about the vehicle to check for aging, are inspected and serviced as needed on the basis of the diagnosis result.
- If an error has found in a cooling apparatus, a power converter, which is mounted in a moving vehicle and used as a driving source, may not only run an increasing risk of suffering thermal runaway but also cause physical destruction of circuitry due to a sudden temperature change. Thus, the error of the cooling apparatus may immediately lead to an emergency stop of the moving vehicle. Such being the case, a technology proposed in
JP-2013-011179-A - Further, a technology proposed, for example, in
JP-2011-216718-A - Related-art technologies including those described above aim to accurately detect an error on the presumption that a cooling system is in a thermally steady state.
- Therefore, the related-art technologies cannot make an accurate diagnosis by achieving early detection of the aging of a cooling apparatus designed for a power converter in which thermal load to be dissipated transiently changes, that is, by achieving early detection of, for example, heat exchange performance deterioration caused by a stain on a radiator included in a cooling apparatus that dissipates heat generated from a power converter for a railroad vehicle. Consequently, using the related-art technologies to detect an error may run the risk of missing the optimal timing for inspection, servicing, and maintenance.
- The present invention has been made in view of the above circumstances and makes it possible to make an early, accurate diagnosis of performance deterioration of a cooling apparatus on the basis of the temperature of the cooling apparatus, an ambient air temperature, and current controlled by a power converter that directly affects the amount of heat generated from the power converter.
- To address the above problem, the present invention provides an error detection system according to
claim 1. - Further, the error detection system may store in a database in time-series the calculated thermal resistance and then calculate predictive information about the aging of performance of the cooling apparatus on the basis of the databased information.
- Furthermore, when the power converter is mounted in a moving vehicle, the error detection system may include a communication system capable of operating so that signals input to the sensors are transmitted to a ground system. Thus, the estimated performance of the cooling apparatus and the information about the aging of the cooling apparatus may be derived from the ground system to which the communication system is connected.
- The error detection system for a cooling device according to the present invention accurately estimates the performance of the cooling apparatus and the aging of a target, such as a railroad vehicle, that rarely enters a thermally steady state since the thermal load of the target generated from a power converter significantly varies during the operation of the target.
- Other problems, configurations, and advantageous effects will become obvious from the following description of an embodiment of the present invention.
- Other objects and advantages of the invention will become apparent from the following description of embodiments with reference to the accompanying drawings in which:
-
FIG. 1 is a diagram illustrating a configuration of an error detection system according to an embodiment of the present invention and a configuration of a railroad system having the error detection system; -
FIG. 2 is a diagram illustrating a modified configuration of the error detection system shown inFIG. 1 and a modified configuration of the railroad system having the error detection system; -
FIG. 3 is a flowchart illustrating a process that is performed by the error detection system according to the embodiment of the present invention in order to determine an extraction start time for a cooling apparatus performance estimation data set; -
FIG. 4 is a flowchart illustrating a process that is performed by the error detection system according to the embodiment of the present invention in order to determine an extraction end time for the cooling apparatus performance estimation data set; -
FIG. 5 is a graph showing an example in which the error detection system according to the embodiment of the present invention extracts the cooling apparatus performance estimation data set; and -
FIG. 6 is a graph that plots relationships between cumulative operating time and changes in thermal resistance, which is an estimated cooling apparatus performance index, in order to diagnose the aging of a cooling apparatus in the error detection system according to the embodiment of the present invention. - An embodiment of the present invention will now be described with reference to the accompanying drawings.
-
FIG. 1 shows an example of an error detection system according to the embodiment of the present invention that is used for a motor drive power converter and its cooling apparatus, which are mounted in a railroad vehicle. The error detection system according to the present invention will now be briefly explained with reference toFIG. 1 . - A
power converter 4 mounted beneath the floor of arailroad vehicle 1 uses apower conversion circuit 100 to supply electrical power to a railroad vehicle drive motor (not shown) . The amount of heat generated by thepower conversion circuit 100 increases with an increase in an input/output current flowing between thepower conversion circuit 100 and the motor. - An overheated
power conversion circuit 100 may not only run an increasing risk of suffering thermal runaway but also receive physical damage because, for example, a circuit board is repeatedly subjected to violent thermal expansion and contraction due to a sudden temperature change. Such being the case, acooling apparatus 101 is provided to cool thepower conversion circuit 100 so that heat generated from circuit elements is dissipated to the outside of therailroad vehicle 1. - More specifically, the heat generated from the
power conversion circuit 100 is transferred to thecooling apparatus 101. Acooling fan 102, which takes in outside air, then dissipates the heat transferred to thecooling apparatus 101 to the outside. As a result, thepower conversion circuit 100 is cooled to a predetermined temperature so as not to have an excessive heat. - If the performance of the
cooling apparatus 101 deteriorates, it will eventually be difficult to maintain thepower conversion circuit 100 at a temperature not higher than the predetermined temperature. Thus, the aforementioned problem occurs. A first temperature sensor, a second temperature sensor, and a current sensor are provided to avoid the problem. The first temperature sensor measures a representative temperature (apparatus temperature Tb) of thecooling apparatus 101. The second temperature sensor measures an ambient air temperature (air-conditioner intake air temperature Ta). The current sensor measures an input/output current (input/output current Im) controlled by thepower conversion circuit 100. Anerror diagnosis section 112 estimates the performance of thecooling apparatus 101 on the basis of the measured signals from the above-mentioned sensors. - The present embodiment will now be described in detail.
- The
cooling apparatus 101 includes a temperature sensor (first temperature sensor) that monitors its representative temperature Tb 201 and is disposed on or near the mounting surface of thepower conversion circuit 100. In the present embodiment, the first temperature sensor is disposed between a base for mounting thepower conversion circuit 100 and thecooling apparatus 101 and a joint surface of thepower conversion circuit 100 to measure the representative temperature of thecooling apparatus 101. - Meanwhile, another temperature sensor (second temperature sensor) is mounted in the
railroad vehicle 1 to monitor the ambient air temperature Ta 202, which is the temperature of outside air taken in by thecooling fan 102. In the present embodiment, an intake air temperature sensor equipped in anair conditioner 103 mounted in therailroad vehicle 1 is used as the second temperature sensor that measures the temperature of the outside air taken in by thecooling fan 102. Further, a current sensor is disposed in thepower converter 4 to monitor acurrent value Im 200 of the input/output current flowing between thepower converter 4 and the motor (not shown). - A vehicle-mounted
data processing system 2 includes acondition monitoring device 106, a conditiondata storage section 104, and acommunication device 105. - The
condition monitoring device 106 inputs signals indicative of the coolingapparatus temperature Tb 201, the ambientair temperature Ta 202, and the input/output current 200, and stores the input signals in the conditiondata storage section 104 as time-series data. Simultaneously, thecondition monitoring device 106 uses the input signals to estimate thermal resistance (a value indicative of a temperature increase caused by heat generated per unit time), which is a performance index of the cooling apparatus. - As the thermal resistance varies depending on the ambient air temperature, the extraction of data about the thermal resistance begins in thermal equilibrium in which the apparatus temperature Tb is substantially equal to the ambient air temperature Ta, as described later. Further, the thermal resistance is also affected by the rotational speed of the cooling fan. Therefore, the thermal resistance is corrected by use of a correction coefficient based on the rotational speed of the cooling fan.
- The cooling fan is driven with various drive methods. It may be constantly rotated while the railroad vehicle is running, turned on and off in accordance with the apparatus temperature Tb, or controlled in a stepwise or continuous fashion to vary its rotational speed in keeping with the apparatus temperature Tb. Thus, the correction based on the rotational speed of the cooling fan may be made by referring to a correction coefficient in a map that is prepared by experiments or the like for each drive method.
- As shown in
FIG. 1 , the thermal resistance may be estimated by thecondition monitoring device 106 included in the vehicle-mounteddata processing system 2. The estimated thermal resistance may then be transmitted to theerror diagnosis section 112 in a ground data processing system 3 through thecommunication device 105 and completed in the ground data processing system 3. - Alternatively, as shown in
FIG. 2 , all functions may be centralized in the vehicle-mounteddata processing system 2 so as to cover railroad lines without the ground data processing system 3 for the purpose of allowing a vehicle-mountederror diagnosis section 112 to estimate the thermal resistance. - Another alternative, for example, is to mount only the temperature sensors, the current sensor, and the communication device on the railroad vehicle and centralize all the other elements in the ground data processing system 3. Devices and functions to be equipped to the vehicle-mounted data processing system or to the ground data processing system may be variously selected in accordance with an overall system configuration.
- A case where the thermal resistance is calculated by the vehicle-mounted
data processing system 2 as shown inFIG. 1 will be described below. - The thermal resistance calculated by the
condition monitoring device 106 included in the vehicle-mounteddata processing system 2 or the condition data stored in the conditiondata storage section 104 is transmitted to the ground data processing system 3 through aground communication device 111. Since the aging of cooling performance is the target of error detection, the thermal resistance or the condition data are usually transmitted at times when the railroad vehicle enters a maintenance base. - If, for instance, sudden occurrence of an error of the
cooling apparatus 101 because of a factor other than aging is to be detected and utilized for corrective maintenance, the vehicle-mounteddata processing system 2 transmits error information in real time. Other factors can be a situation where the apparatus temperature Tb is close to the maximum permissible temperature of thepower converter 4 due, for instance, to the breakage of a heat pipe used for thecooling apparatus 101. - The present embodiment is described on the assumption that a wireless transmission method is used. However, the method of transmission is not limited to it. For example, a communication cable may be used to achieve transmission as well.
- The ground data processing system 3 includes the
communication device 111, theerror diagnosis section 112, a conditiondata storage section 113, an error analysisdata storage section 110, and amonitor 114. Thermal resistance information that thecommunication device 111 receives from the vehicle-mounteddata processing system 2 is not only stored in the conditiondata storage section 113 as time-series data, but also forwarded to theerror diagnosis section 112 and used for error diagnosis. - If the calculated thermal resistance meets a determination condition defined by a predetermined threshold value or other ones, maintenance personnel is notified of the aging of the
cooling apparatus 101 through, for example, themonitor 114 that displays relevant information. However, themonitor 114 is not an essential item. Alternatively, for example, a warning lamp, an alarm, or a printer that prints out the number of railroad vehicles in need of maintenance may be used to generate an output appropriate for maintenance and management. - The heat generated by the
power converter 4 that drives a vehicle motor transiently changes in synchronism with motor load changes. Therefore, when the thermal resistance is estimated, data containing an appropriate time-series data set needs to be used for extraction. - The time-series data set appropriate for thermal resistance estimation is such that the beginning of data represents the instant at which thermal load input to the cooling apparatus starts in a situation where the amount of heat stored in the cooling apparatus is substantially zero when a railroad vehicle starts its daily operation, and that the end of the data represents the instant at which the heat applied to the cooling apparatus is no longer stored after the stop of the thermal load input.
- Next, the method of extracting the time-series data set will be described.
-
FIG. 3 is a flowchart illustrating a process performed to determine an extraction start time for a data set. At a certain point of time, it is determined whether the difference between the apparatus temperature Tb and the ambient air temperature Ta is smaller than a value DT(min) that can be regarded as being substantially zero. Further, a time at which the input/output current Im is greater than a value Im(min) that can be regarded as being substantially zero when the difference is smaller than the value DT(min) is set at the beginning of the data set, that is, set as the extraction start time for the data set. This ensures that data extraction can be started in accordance, for instance, with the ambient air temperature during the day of operation. -
FIG. 4 is a flowchart illustrating a process performed to determine an extraction end time for a data set. - The extraction start time, which is set in accordance with the flowchart of
FIG. 3 , is updated to an initial value. At each point of time, it is determined whether the input/output current Im is smaller than the value Im(min) that can be regarded as being substantially zero. Further, a time at which the difference between the apparatus temperature Tb and the ambient air temperature Ta is smaller than the value DT(min) when the input/output current Im is smaller than the value Im(min) is set at the end of the data set, that is, set as the extraction end time for the data set. - The extraction end time need not always be limited to a situation where the difference between the apparatus temperature Tb and the ambient air temperature Ta is smaller than the value DT(min) that can be regarded as being substantially zero at the end of a day's operation of the railroad vehicle. The extraction end time may be variously set. For example, a time at which an operation has been stopped for a predetermined period of time or longer or a time at which the apparatus temperature Tb is not higher than a predetermined value may be set as the extraction end time.
-
FIG. 5 shows an example of a time-series data set for thermal resistance estimation that is extracted on the basis ofFIGS. 3 and4 . As shown inFIG. 5 , the data set is in thermal equilibrium as the difference between the apparatus temperature Tb and the ambient air temperature Ta is substantially zero at its start time and end time. In the lower half ofFIG. 5 , a solid line represents a case where the cooling apparatus shows no sign of aging, and a broken line represents a case where the cooling apparatus shows a sign of aging. - A method of estimating a thermal resistance R from the time-series data set for thermal resistance estimation will now be described.
- A temperature rise Tb - Ta between time ts and time t1, which is shown in
FIG. 5 , can be approximated by the following function: -
Equation 1 is an expression indicating the interval between time ts and time t1. However, with the superposition principle being applied to it, a temperature rise between time ts and time te can also be described with a function based onEquation 1. - Therefore, when a computation result obtained from
Equation 1 for each predetermined timing is subjected to curve fitting by using, for example, the least-square method, the thermal resistance R can be estimated. -
FIG. 6 is a graph that is obtained when the thermal resistance estimated through the above-described process is plotted by using the cumulative operating time of the vehicle as a parameter, the operating time being determined from a data set extraction date/time and an operation record of the vehicle. - In the present embodiment, a forced-air cooling system based on a cooling fan is employed as the
cooling apparatus 101. It is conceivable that dirt and dust deposited on a heat exchanger disposed with respect to outside air may decrease the amount of air flowing to and the amount of heat transferred to thecooling apparatus 101. Thus, the thermal resistance of thecooling apparatus 101 may gradually increase with an increase in the operating time of the vehicle, thereby causing thecooling apparatus 101 to age. -
FIG. 6 shows a representative tendency of aging caused by the above-described thermal resistance increase. As indicated by a region marked by the broken-line circle, the thermal resistance continues to gradually increase without decreasing until a planned inspection value is reached. This ensures that the tendency of aging can be certainly read before the thermal resistance reaches a designed upper limit value. The above-mentioned tendency of gradual increase can be significantly extracted by accurately estimating the thermal resistance as described in conjunction with the present embodiment. This makes it possible to accurately extract a sign of aging of performance of the cooling apparatus. - The foregoing embodiment has been described on the assumption that it is applied to a cooling apparatus for a power converter of a railroad vehicle. However, the present invention is also applicable to various cooling apparatuses, such as a cooling apparatus for a power converter of a moving vehicle including a hybrid vehicle and an electric vehicle in which the amount of heat generated by the power converter significantly varies in a transient fashion depending in particular on operational state.
- It is to be noted that the present invention is not limited to the aforementioned embodiments, but covers various modifications. While, for illustrative purposes, those embodiments have been described specifically, the present invention is not necessarily limited to the specific forms disclosed. Thus, partial replacement is possible between the components of a certain embodiment and the components of another. Likewise, certain components can be added to or removed from the embodiments disclosed.
Claims (2)
- An error detection system for detecting an error in a cooling apparatus (101) mounted in a power converter (4) that drives, for example, a motor, the error detection system comprising:a first temperature sensor that measures a representative temperature (Tb) of the cooling apparatus,a second temperature sensor that measures an ambient air temperature (Ta), anda current sensor that measures an input/output current (Im) controlled by the power converter;wherein the error detection system is configured to:record measured signals sent from the first temperature sensor, the second temperature sensor, and the current sensor, respectively, as time-series data,extract from the recorded time-series data a data set, an extraction start time beginning the data of the data set being a time at which a difference between a measured temperature by the first temperature sensor and a measured temperature by the second temperature sensor is smaller than a minimum temperature difference (DT (min)), and also at which an input/output current value measured by the current sensor is greater than a minimum current value (Im(min)) and an extraction end time ending the data of the data set being a time at which the input/output current value measured by the current sensor is smaller than the minimum current value (Im(min)), and also at which the difference between the measured temperature by the first temperature sensor and the measured temperature by the second temperature sensor is smaller than the minimum temperature difference (DT(min)),calculate a thermal resistance of the cooling apparatus, on the basis of the extracted data set,detect an error in the cooling apparatus when the calculated thermal resistance reaches a planned inspection value.
- The error detection system according to claim 1, wherein:the calculated thermal resistance is stored in a database (104, 113) in time-series, andinformation about aging of the cooling apparatus is calculated on the basis of the databased information.
Applications Claiming Priority (1)
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JP2014110875A JP6418791B2 (en) | 2014-05-29 | 2014-05-29 | Cooling device abnormality detection system |
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EP2950626A1 EP2950626A1 (en) | 2015-12-02 |
EP2950626B1 true EP2950626B1 (en) | 2019-02-20 |
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MX2019002001A (en) * | 2016-08-23 | 2019-06-20 | Nissan Motor | Temperature abnormality detection method for power conversion device and temperature abnormality detection device for power conversion device. |
EP3531036B1 (en) * | 2016-11-21 | 2020-09-30 | Mitsubishi Electric Corporation | Deterioration diagnosis system, deterioration diagnosis method, and deterioration diagnosis program |
JP6809882B2 (en) * | 2016-11-29 | 2021-01-06 | ファナック株式会社 | Machine learning devices for learning fan failure prediction, devices including machine learning devices, and machine learning methods |
WO2018154736A1 (en) * | 2017-02-24 | 2018-08-30 | 三菱電機株式会社 | Power conversion device for electric vehicle |
DE102019004070B4 (en) * | 2019-06-08 | 2021-02-25 | Diehl Ako Stiftung & Co. Kg | Method and electronic arrangement for monitoring a cooling effect of an air cooling device |
JP7344138B2 (en) * | 2020-01-21 | 2023-09-13 | 株式会社豊田中央研究所 | condition prediction device |
DE112021008126T5 (en) * | 2021-08-19 | 2024-07-11 | Mitsubishi Electric Corporation | POWER CONVERTER FOR RAIL VEHICLES |
WO2023175661A1 (en) | 2022-03-14 | 2023-09-21 | 株式会社日立ハイテク | Diagnosis device, semiconductor manufacturing device system, semiconductor device manufacturing system, and diagnosis method |
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JP5052456B2 (en) * | 2007-08-22 | 2012-10-17 | 三菱電機株式会社 | Vehicle abnormality detection system and method |
JP5617211B2 (en) * | 2008-11-04 | 2014-11-05 | 富士電機株式会社 | Inverter unit cooling capacity measurement method |
JP2011216718A (en) * | 2010-03-31 | 2011-10-27 | Toshiba Corp | Power supply device for electric vehicle |
JP2013011179A (en) | 2011-06-28 | 2013-01-17 | Panasonic Corp | Abnormal condition detection device |
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